Vehicle motion units for suspended vehicles

Abstract

A vehicle motion unit for a vehicle to be suspended from and movable over an elevated track is disclosed. The vehicle motion unit includes a swivel arm extending along a central axis thereof and a set of wheel axles mounted thereto to extend orthogonally with respect to the swivel arm. The set of wheel axles includes a first wheel axle and a second wheel axle. The vehicle motion unit further includes a first wheel set mounted on each end of the first wheel axle and a second wheel set mounted on each end of the second wheel axle. Additionally, a supporting element is provided to apply a relative force between the first wheel axle and the second wheel axle to at least reduce a distance therebetween, and a mounting structure is provided coupled with the swivel arm to mount the supporting element.

Description

VEHICLE MOTION UNITS FOR SUSPENDED VEHICLESTECHNICAL FIELD

[0001] The present invention relates to vehicle motion units and particularly, to vehicle motion units for self-steering vehicles suspended from and moveable over an elevated track.BACKGROUND

[0002] Transportation systems have evolved over time, employing various means to move goods and individuals across distances. Conventional transportation systems have undergone significant transformations, from early fuel-driven locomotives running on tracks that are laid on the ground to electronically controlled rapid transit vehicles that operate on elevated tracks. Such advancements in the transportation systems are a result of ongoing efforts to address the challenges of congestion, inefficiency, and environmental concerns that plague traditional ground-level transportation. One promising advancement in the field of transportation is the development of automated, elevated, and suspended transportation systems. In such transportation systems, vehicles are typically suspended from tracks and operate along an elevated network that spans across various geographic locations. Such suspended transportation systems have been successfully implemented globally. The examples of suspended transportation systems implemented globally include the hanging bus system in Chiba (Japan), the Schwebebahn system in Wuppertal (Germany), and the Panda system in Chengdu (China).BRIEF DESCRIPTION OF DRAWINGS

[0003] The detailed description is provided with reference to the accompanying figures, wherein:

[0004] Fig. 1A illustrates a vehicle motion unit mounted on an elevated track, in accordance with an example implementation of the present subject matter.

[0005] Fig. 1 B illustrates a perspective view of the vehicle motion unit, in accordance with the example implementation of the present subject matter.

[0006] Fig. 1 C illustrates another perspective view of the vehicle motion unit, in accordance with the example implementation of the present subject matter.

[0007] Fig. 1 D illustrates yet another perspective view of the vehicle motion unit, in accordance with the example implementation of the present subject matter.

[0008] Fig. 1 E illustrates another perspective view of the vehicle motion unit, in accordance with another example implementation of the present subject matter.

[0009] Fig. 1 F illustrates yet another perspective view of the vehicle motion unit, in accordance with yet another example implementation of the present subject matter.

[0010] Fig. 1 G illustrates a bottom view of the vehicle motion unit depicting the steering mechanism, in accordance with the example implementation of the present subject matter.

[0011] Fig. 1 H illustrates a bottom view of the vehicle motion unit depicting the steering mechanism causing the vehicle motion unit to be in a first configuration, in accordance with the example implementation of the present subject matter.

[0012] Fig. 11 illustrates a bottom view of the vehicle motion unit depicting the steering mechanism causing the vehicle motion unit to be in a second configuration, in accordance with the example implementation of the present subject matter.

[0013] Fig. 2A illustrates a front view of a vehicle motion unit, in accordance with an example implementation of the present subject matter.

[0014] Fig. 2B illustrates a perspective view of the vehicle motion unit, in accordance with the example implementation of the present subject matter.

[0015] Fig. 2C illustrates a schematic of the vehicle motion unit, in accordance with the example implementation of the present subject matter.

[0016] Fig. 2D illustrates another schematic of the vehicle motion unit, in accordance with the example implementation of the present subject matter.

[0017] Fig. 2E illustrates a side view of the vehicle motion unit, in accordance with the example implementation of the present subject matter.

[0018] Fig. 2F illustrates a perspective view of the vehicle motion unit, in accordance with another example implementation of the present subject matter.

[0019] Fig. 2G illustrates another perspective view of the vehicle motion unit, in accordance with the another example implementation of the present subject matter.

[0020] Fig. 3A illustrates a front view of the vehicle motion unit having a supporting element, in accordance with an example implementation of the present subject matter.

[0021] Fig. 3B illustrates the front view of the vehicle motion unit having the supporting element, in accordance with another example implementation of the present subject matter.

[0022] Fig. 4A illustrates a swivel arm having a first wheel axle and a second wheel axle mounted thereto, in accordance with an example implementation of the present subject matter.

[0023] Fig. 4B illustrates the swivel arm, in accordance with an example implementation of the present subject matter.

[0024] Fig. 4C illustrates the swivel arm having the first wheel axle and the second wheel axle mounted thereto, in accordance with another example implementation of the present subject matter.

[0025] Fig. 4D illustrates a front view of the swivel arm having the first wheel axle and the second wheel axle mounted thereto, in accordance with an example implementation of the present subject matter.

[0026] Fig. 4E illustrates a front view of the swivel arm having the first wheel axle and the second wheel axle mounted thereto, in accordance with another example implementation of the present subject matter.

[0027] Fig. 5A illustrates movement of a vehicle motion unit through a track split in a straight path, in accordance with an example implementation of the present subject matter.

[0028] Fig. 5B illustrates movement of the vehicle motion unit through the track split along a track split section, in accordance with another example implementation of the present subject matter.

[0029] The figures are not necessarily to scale, and the size of some parts may be exaggerated to more clearly illustrate the example shown. Moreover, the drawings provide examples and / or implementations consistent with the description; however, the description is not limited to the examples and / or implementations provided in the drawings.DETAILED DESCRIPTION

[0030] Elevated transportation systems have become a prominent solution to address challenges arising from land saturation and the inefficiencies of expanding ground-level transportation networks. By relocating infrastructure from the ground, the elevated transportation systems alleviate congestion and reduce competition for land use, which are common issues in densely populated urban areas, and a common obstruction in expansion of ground-level transportation network. Examples of elevated systems include monorails, light rail transit, electrified rapid rail transit, and cable cars.

[0031] Further, the existing elevated transportation systems also include suspended transportation systems, which include vehicles that are suspended from an elevated track and move, autonomously, along the elevated track. The elevated tracks, for the suspended vehicles, are formed to have a lower track surface facing the ground, an upper track surface opposite the lower track surface, and an elongated slot that runs throughouta length of the track. The suspended vehicles are provided such that at least one wheel may be positioned on an upper surface of the elevated track, and at least one wheel may be positioned on a lower surface of the track, and a load is suspended through a slot running on the track. The suspended load may be attached to a hanging element coupled to a motorized unit. The motorized unit is powered to propel the vehicle, such that the suspended load is pulled along with the movement of the motorized unit. The suspended load may be a passenger cabin of a vehicle, a container for transportation of ores in mines, and any other load that may need transportation from one geographical location to another.

[0032] The suspended transportation systems have a vast potential for traversing long distances in a cost-effective manner, primarily as less infrastructure is needed to support the operations of the suspended vehicles. Unlike traditional elevated transportation systems that need extensive and broad structural frameworks for allowing the vehicles to travel thereon, the necessary infrastructure to suspend a vehicle therefrom includes relatively simple and narrow track design and support structures. However, even with such large potential, the operation of suspended vehicles moveable over elevated tracks is limited due to certain drawbacks.

[0033] Passengers are often reluctant to opt for suspended vehicles as a means for regular transport, as due to limited support, the suspended vehicles tend to sway during operations. In other words, there always remains a potential risk of instability in suspended vehicles as the vehicle body may sway upon experiencing forces in directions other than the direction of motion. Such forces may arise, especially during operation, from external factors that are not in control of the suspended vehicle systems. The external factors can include a variety of elements such as wind, seismic activity, and movement of passengers in the vehicle body. The vehicle body may be a passenger cabin. For example, strong gusts of wind, particularly in elevated or open-air environments, can exert lateral forces on the suspended vehicle, leading to sway and vibrations in the vehicle body thatmay affect the stability of the vehicle. As a result, the experience of the passengers of the vehicle is disrupted making the experience scary. Further, in suspended vehicles, passengers shifting their weight or moving within the passenger cabin may cause a shift in the vehicle's balance, contributing to its swaying.

[0034] If the swaying becomes severe, the sway may also cause wheels of the suspended vehicle system to tip from the track, which could disrupt the operations of the suspended vehicle systems and even pose safety risks. Therefore, the problem related to swaying in the suspended vehicles is not just a matter of comfort but is also a significant safety concern. While suspended transportation systems are attractive due to their lower infrastructure costs, the need to address stability issues could introduce unexpected costs. For example, developing and implementing advanced stabilization mechanisms and more sophisticated track designs can increase the initial construction and maintenance costs. Such increases in the costs could potentially diminish the economic advantages that make suspended transportation systems appealing in the first place.

[0035] Further, if the suspended transportation systems are to be expanded to cover large distances, the elevated track needs to be split at certain positions to allow movement of suspended vehicles from one point to another point in different directions. In a track split, the slot, through which the vehicle is suspended, widens to form an elongated slot. The widening of the slot occurs as the elongated slot has to divide into at least two track sections therefrom, creating an independent slot for each track. Where the slot is widened, especially at a junction where the track divides into multiple paths, the suspended vehicle may need to transition from one side of the junction to the other.

[0036] In traditional track-based vehicular systems, a moveable element is used to manage the transition of vehicles from one track section to another, especially in cases of track splits. The moveable element may be a switch or a set of rails that can shift position, guiding the vehicle onto anintended track determined based on a destination of the vehicle. The moveable element may be mechanically operated, either manually or automatically, and is designed to ensure that the vehicle follows the intended track.

[0037] A similar moveable element may be employed in the case of elevated tracks for suspended vehicles when the track splits into multiple directions. However, the use of moveable elements in suspended vehicles for elevated tracks imposes certain restrictions on the operational efficiency of the suspended vehicles. For instance, the introduction of moving elements, such as switches or rails that guide suspended vehicles onto different track sections, removes the autonomy of the suspended vehicles in terms of lane selection. The suspended vehicles no longer have control over their path but instead rely on external mechanical systems to direct them onto a correct track. As an extension thereto, the moveable element on the elevated track also needs a rail signaling mechanism to be deployed for coordinating the movement of different suspended vehicles across various paths.

[0038] The dependency on the rail signaling mechanism introduces several limitations. For instance, the operation of suspended vehicles becomes dependent on the smooth operation of all components involved in the switching mechanisms and the rail signaling system. Any failure in such components, such as, a mechanical fault in the track switches, a malfunction in the rail signaling system, and the like, can lead to delays, potential collisions, or system-wide disruptions. Further, the complexity of maintaining and ensuring the high availability of all the components increases operational costs and creates potential risks for the overall reliability of the transportation system.

[0039] Moreover, to ensure safe operation in a transportation network dependent on the rail signaling system, the suspended vehicles need to maintain greater distances between two consecutive vehicles operating on the elevated track to accommodate necessary safety checks andcoordination. The long following distances, thus, reduce the throughput of the system. To compensate for the reduced throughput, operators of the transportation network often resort to larger vehicles to transport more passengers or goods per trip. However, larger vehicles place strain on the infrastructure supporting the transportation network, further limiting the system's efficiency.

[0040] An alternative to providing moveable elements in a track split is to provide a static switch on the elevated tracks for autonomous vehicles. In such cases, the vehicles can retain autonomy in their operation. However, when a static track switch is used in a suspended vehicle system, an elongated slot is formed where the slot widens to transition into a new track section. The elongated slot provides a greater distance that is to be traversed between the upper track surfaces on either side while switching tracks. While traversing the elongated slot, as the wheels of the suspended vehicle system have to traverse the greater distance without support, the chances of instability are aggravated as the wheels may fall in the elongated slot during the track switch and may thereby tip or lose traction. While the use of a static track switch eliminates the need for dynamic components like movable elements and signaling mechanisms, they have significant safety risks associated therewith.

[0041] The problems associated with static track switches may co-exist with the sway in the suspended vehicles caused by the effects of factors external to the suspended transportation system, thereby exacerbating the problem of instability. While static track switches aim to avoid the complexities and risks of moveable elements by providing a simpler design, the risk of losing alignment and stability is amplified with the elongated slot at the track junction if the vehicle experiences swaying or tipping during the transition.

[0042] Example embodiments of a vehicle motion unit for vehicles suspended from an elevated track are described. The present subject matter relates to a vehicle motion unit for a vehicle to be suspended fromand moveable over an elevated track. The elevated track may also be referred to as a track. The vehicle motion unit is a unit that may be connected to a passenger cabin of a vehicle and may be moveable to cause propulsion of the vehicle along the track. The vehicle motion unit ensures a controlled and stable movement of the suspended vehicle while arresting the sway that may be experienced during a journey of the suspended vehicle.

[0043] The vehicle motion unit may include a swivel arm extending from a central axis of the vehicle motion unit. In an example, when the vehicle is operated on the track, the swivel arm may extend orthogonally with respect to a length of the track. The swivel arm may be coupled, at one end, to a steering mechanism, and at another end, to the passenger cabin of the vehicle. The steering mechanism may cause controlled rotation of the swivel arm in a direction to be followed by the vehicle.

[0044] The vehicle motion unit includes a set of wheel axles mounted on the swivel arm. The set of wheel axles may extend orthogonally with respect to the swivel arm. In an example, when the swivel arm is extending from a slot running through a center of the track, the set of wheel axles may extend along a width of the track, for instance, between the boundaries of the track. The set of wheel axles includes a first wheel axle and a second wheel axle.

[0045] The vehicle motion unit further includes a first wheel set mounted on each end of the first wheel axle and a second wheel set mounted on each end of the second wheel axle. The first wheel set and the second wheel set are so mounted that an imaginary plane containing central axes of the first wheel axle and the second wheel axle is substantially perpendicular to a first tangent on a first wheel from amongst the first wheel set and a second tangent on a second wheel from amongst the second wheel set. The first tangent is a tangent formed on the first wheel at a potential point of contact of the first wheel with the elevated track. Similarly, the second tangent is a tangent formed on the second wheel at a potential point of contact of the second wheel with the elevated track. The aboveconfiguration ensures that each wheel of the first wheel set and each corresponding wheel of the second wheel set remain opposite to each other, thereby creating a balanced force distribution system. In a mounted condition, each wheel of the first wheel set and each corresponding wheel of the second wheel set clasps the elevated track at opposing points of contact on an upper track surface and a lower track surface. This arrangement effectively creates a moment couple, where the forces applied by the opposing wheels are equal in magnitude but opposite in direction, resulting in a net rotational effect of zero around the track's central axis.

[0046] The clasping action resulting from the positioning of the set of axles and the corresponding wheel sets, during operation, impart a high degree of stability to the vehicle motion unit. Therefore, the effects of external perturbations, such as wind loads, track irregularities, or dynamic passenger movements are mitigated. This enhanced stability allows for higher operational speeds, reduced following distances, and improved passenger comfort without compromising safety, thereby increasing the overall efficiency and appeal of the suspended vehicle system as a mass transit solution. Further, the disclosed configuration optimizes the distribution of normal forces between the wheels and the track surfaces, maximizing frictional engagement and improving traction.

[0047] Additionally, when the swivel arm rotates to guide the vehicle through a track split or turn, the clasping between the corresponding wheel sets ensures that any external forces, such as lateral or centrifugal forces, acting on the vehicle are distributed evenly. The first wheel set may be positioned on the upper surface of the track to provide traction and propulsion, while the second wheel set may be positioned on the lower surface of the track to maintain balance and alignment of the track-based vehicle. The balanced force distribution on the elevated track significantly enhances the stability of any load suspended from the vehicle motion unit by counteracting any potential rotational moments that could induce swaying or oscillation.

[0048] To further mitigate the swaying effects caused by external dynamic forces, such as wind, seismic movements, or shifting passenger loads, particularly under extreme conditions, the vehicle motion unit is provided with a supporting element. The supporting element is provided to apply a relative force between the first wheel axle and the second wheel axle, effectively reducing their inter-axial distance. The relative force may be calibrated either at a start of a journey, or continuously during the journey to counteract external forces, and provide stability to the vehicle. Further, the supporting element may enhance the efficacy in scenarios involving strong external forces that could potentially compromise the vehicle motion unit's equilibrium. For instance, in the event of high-velocity wind gusts acting upon the second wheel axle, which lacks ground support, there exists a risk of the axle deviating from its position to lose contact with the lower surface of the track surface. In such scenario, the inter-axial distance may experience undesirable expansion, and the supporting element may intervene to counteract this expansion. The supporting element may exert force to at least reduce the inter-axial gap thereby guiding the second wheel set towards its position relative to the track's lower surface. The intervention of the supporting element ensures maintaining the tangential contact point, preserving the perpendicularity to the imaginary plane, as previously described. The net result is the preservation of the oppositional alignment between the wheels sets at the first wheel axle and second wheel axle, thereby maintaining the track-clasping action which is fundamental to the stability of the suspended vehicle.

[0049] The vehicle motion unit may further include a mounting structure coupled with the swivel arm. The mounting structure is to mount the at least one supporting element so as to contact the second wheel axle and apply force to the second wheel axle to at least reduce a distance therebetween.

[0050] The alignment of the first wheel set and the second wheel set, as discussed above, ensures a smoother and more predictable response to dynamic loads, particularly during sharp turns or when encounteringexternal forces such as wind or seismic activity. The alignment prevents differential forces from acting unevenly on the vehicle, which would otherwise lead to tilting in the wheels or loss of traction. By ensuring that the first wheel set and the second wheel set are configured to operate in unison and opposite each other, the vehicle experiences less lateral slippage and is better able to maintain its trajectory along the track. Additionally, the alignment of the first wheel set and the second wheel reduce the wear and tear on individual wheel sets, as the load is shared evenly, extending the lifespan of the wheel assemblies. The present subject matter further relates to a vehicle operated by the vehicle motion unit, as discussed above.

[0051] In an example, the first wheel sets mounted on the first wheel axle may be provided to be supported on at least a portion of the track throughout its journey. Therefore, to ensure the same during track splits having elongated slots prior to splitting into at least two track sections, a span of outermost wheels in the first wheel set is greater than a slot width at a track split junction. The track split junction may be a position immediately prior to a portion on the track that splits into at least two track sections. As a result of the span of the outermost wheels being greater than the slot width, at least one portion of the first wheel set on each end of the first wheel axle is always supported on the track. As a result, greater stability and support is provided to the vehicle motion unit as the track split can be navigated by the suspended vehicle without losing contact with the track even while traversing the elongated slots. Therefore, the vehicles can also safely and easily steer through static track switches and the need for deploying moveable elements on the tracks is eliminated, as the wheels cannot, even upon action of external forces, tip into the slot. By avoiding the use of movable elements or the need for a rail signaling system, the vehicle motion unit reduces the chances for operational disruptions caused by component failures, thereby enhancing the overall reliability of the transportation network.

[0052] The vehicle motion unit, as discussed above, also enhances the experience for passengers that may travel in the suspended vehicle. The reduction in vehicle sway and vibration, made possible by the consistently aligned and supported movement of both wheel sets, ensures a smoother and more comfortable ride. Passengers are less likely to experience discomfort caused by sharp movements, and the risk of fear due to excessive sway is significantly minimized. Therefore, passenger satisfaction is improved, making the suspended vehicle transportation system a more secure and viable option for everyday travel.

[0053] In another example implementation of the present subject matter, the vehicle motion unit, as discussed above, may also have two sets of swivel arms and corresponding wheel axles and wheel sets. One set of swivel arm and the components coupled thereto may be provided at a leading end of the vehicle motion unit and another set of the swivel arm and the components coupled thereto may be provided at a trailing end of the vehicle motion unit. The present example implementation may be used for larger vehicles that may need a vehicle motion unit at more than one position.

[0054] In the another example implementation, the vehicle motion unit may include a frame to be positioned on an upper surface of the elevated track and a steering mechanism to control the steering of the vehicle along the elevated track. The frame creates a foundation for mounting the steering mechanism, and other elements, such as the swivel arm of the vehicle motion unit. The vehicle motion unit may include a leading swivel arm operably coupled with the steering mechanism. The leading swivel arm may extend along a central axis at a first position on the frame. Further, the vehicle motion unit includes a set of leading wheel axles mounted on the leading swivel arm. The set of leading wheels axles extend orthogonally with respect to the leading swivel arm. Similar to the wheel axles in the previous example implementation, the set of leading wheel axles include a first leading wheel axle and a second leading wheel axle. Further, a first leadingwheel set is mounted on each end of the first leading wheel axle and a second leading wheel set mounted on each end of the second leading wheel axle. The mounting of the first leading wheel set and the second leading wheel set may be in such a manner that an imaginary plane containing central axes of the first leading wheel axle and the second leading wheel axle is substantially perpendicular to a first tangent on a first wheel from amongst the first leading wheel set and a second tangent on a second wheel from amongst the second leading wheel set. The first tangent is a tangent formed on the first wheel at a potential point of contact of the first wheel with the elevated track. Further, the second tangent is a tangent formed on the second wheel at a potential point of contact of the second wheel with the elevated track. Therefore, the first leading wheel set and the second leading wheel set may be maintained opposite to each other so as to clasp the track during operation of the vehicle in order to provide stable movement to the vehicle. To provide added support for maintaining the alignment between the wheel sets, a first supporting element is provided to apply a relative force between the first leading wheel axle and the second leading wheel axle to at least reduce a distance therebetween.

[0055] At a second position on the frame, a trailing swivel arm extending along the central axis may be provided at a second position on the frame. The second position may be distal to the first position along a length of the frame. The distal position may be identified along the length of the frame such that the leading swivel arm and the trailing swivel arm remain parallel to each other. For instance, during operation of the vehicle, the leading swivel arm and the trailing swivel arm may be separated along the length of the track on which the vehicle is to be propelled.

[0056] Similar to the leading swivel arm, the trailing swivel arm may be operably coupled with the steering mechanism. The vehicle motion unit may further include a set of trailing wheel axles mounted on the trailing swivel arm to extend orthogonally with respect to the trailing swivel arm. The set of trailing wheel axles includes a first trailing wheel axle and a second trailingwheel axle. The first trailing wheel set may be mounted on each end of the first trailing wheel axle and the second trailing wheel set mounted on each end of the second trailing wheel axle.

[0057] The first trailing wheel set and the second trailing wheel set may also be provided to ensure that an imaginary plane containing central axes of the first trailing wheel axle and the second trailing wheel axle is substantially perpendicular to a first tangent on a first wheel from amongst the first trailing wheel set and a second tangent on a second wheel from amongst the second trailing wheel set, the first tangent formed on the first wheel at a potential point of contact of the first wheel with the elevated track and the second tangent formed on the second wheel at a potential point of contact of the second wheel with the elevated track. To further maintain the configuration of the wheels in the first trailing wheel set and the wheels in the second trailing wheel set, a second supporting element is provided to apply a relative force between the first trailing wheel axle and the second trailing wheel axle to at least reduce a distance therebetween.

[0058] Furthermore, a mounting structure is coupled with the leading swivel arm and the trailing swivel arm to mount the first supporting element and the second supporting element respectively. In the vehicle motion unit, at least one of the first leading wheel set, the second leading wheel set, the first trailing wheel set, and the second trailing wheel set are powered to propel the vehicle motion unit. Therefore, at least one of the wheel sets may be powered to propel the vehicle along the track.

[0059] The present subject matter is further described with reference to Figs. 1A-5B. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

[0060] Fig. 1A illustrates a vehicle motion unit 100 mounted on an elevated track 102, in accordance with an example implementation of the present subject matter. Fig. 1 B illustrates a perspective view of the vehicle motion unit 100, in accordance with the example implementation of the present subject matter. Fig. 1 C illustrates another perspective view of the vehicle motion unit 100, in accordance with the example implementation of the present subject matter. Fig. 1 D illustrates yet another perspective view of the vehicle motion unit 100, in accordance with the example implementation of the present subject matter. Fig. 1 E illustrates another perspective view of the vehicle motion unit, in accordance with another example implementation of the present subject matter. Fig. 1 F illustrates yet another perspective view of the vehicle motion unit, in accordance with yet another example implementation of the present subject matter. Fig. 1 G illustrates a top view of the vehicle motion unit depicting the steering mechanism, in accordance with the example implementation of the present subject matter. Fig. 1 H illustrates a top view of the vehicle motion unit depicting the steering mechanism causing the vehicle motion unit to be in a first configuration, in accordance with the example implementation of the present subject matter. Fig. 11 illustrates a top view of the vehicle motion unit depicting the steering mechanism causing the vehicle motion unit to be in a second configuration, in accordance with the example implementation of the present subject matter. For the sake of brevity, Figs. 1 A-11 have been explained in conjunction with each other.

[0061] Figure 1 A depicts a perspective view of a section of the elevated track 102. The elevated track 102 may be a track at a height above ground, and such tracks have become increasingly common in modem urban transportation systems, offering solutions to congestion and land use challenges in densely populated areas. The section of the elevated track 102 shown in Figure 1A is depicted in a manner that illustrates the vehicle motion unit 100 mounted thereon. The elevated track 102 may be a hollow rectangular beam with an elongated slot 104 running along a length of theelevated track 102. The elongated slot 104 may run along the length at a lower surface of the track 102, where the lower surface is proximate to the ground. The elevated track 102 may enclose a portion of the components of the vehicle motion unit 100, and several other components, such as power supply lines, communication cables, and the like, essential in steering the vehicle motion unit 100 through the elevated track. Further, the elongated slot 104 may run continuously along the length of the elevated track 102 and may provide a passage for the suspension mechanism of the vehicles, allowing them to hang below the elevated track 102 while being propelled.

[0062] The vehicle motion unit 100, as illustrated in Figs. 1A and 1 B, comprises a frame 106 designed to be positioned towards an upper surface of the elevated track 102. The frame 106 serves as a structural component, and a foundation for various elements of the vehicle motion unit 100 to be supported thereon. Further, a steering mechanism may be coupled to the frame 106 to control the steering of the vehicle along the elevated track 102. The steering mechanism may assist in navigating the vehicle through various track configurations, including straight sections, curves, and track splits. In an example, the steering mechanism may be an actuator 108 and / or a secondary motor 124, as shown in Figs. 1 C-1 E.

[0063] Further, the vehicle motion unit 100, as depicted in Figs. 1A-1 E, includes two swivel arms, namely, a leading swivel arm 110-1 and a trailing swivel arm 110-2, both operably coupled with the steering mechanism. It should be noted that while the present embodiment depicts two swivel arms, alternative configurations with a single swivel arm 110 are also possible as will be explained later, for instance, in relation to Figs. 2A-2G. The principles of operation of the swivel arm 110 described herein can be applied to both single swivel arm and dual swivel arm configurations. The leading swivel arm 110-1 and the trailing swivel arm 110-2, may hereinafter be referred together as swivel arms 110. The choice of the number of swivel arms to be mounted on the frame 106 may be made based on a size of the vehicle tobe suspended from the elevated track 102 and operational considerations for the vehicle.

[0064] In the present example implementation, the leading swivel arm 110-1 extends along a central axis at a first position on the frame 106, while the trailing swivel arm 110-2 extends along the same central axis at a second position on the frame 106, distal to the first position. The central axis may be an axis central to a width of the frame 106. Each swivel arm 110 is configured to translate input signals from the steering mechanism into directional changes of wheel sets that may be coupled to the swivel arms 110. The leading swivel arm 110-1 and the trailing swivel arm 110-2 being mounted on the first position and the second position on the frame 106 enhances stability and maneuverability, particularly for larger vehicles and the vehicles operating in challenging environments. The first position may hereinafter be referred to as a leading end, and the second position may hereinafter be referred to as a trailing end.

[0065] The vehicle motion unit 100 may include a set of wheel axles that are mounted on each of the swivel arms 110. The set of wheel axles may include a first wheel axle and a second wheel axle. Each set of wheel axles may extend orthogonally with respect to the swivel arm 110 on which it is mounted. The set of wheel axles mounted on the leading swivel arm 110-1 includes a first leading wheel axle 112-1 and a second leading wheel axle 114-1. Similarly, the set of wheel axles mounted on the trailing swivel arm 110-2 comprises a first trailing wheel axle 112-2 and a second trailing wheel axle 114-2. The first leading wheel axle 112-1 and the first trailing wheel axle 112-2 may hereinafter be collectively referred to as first wheel axles 112. Similarly, the second leading wheel axle 114-1 and the second trailing wheel axle 114-2 may hereinafter be collectively referred to as second wheel axles 114. For longer vehicles, additional steerable axles could be added between the leading and trailing ends for enhanced manoeuvrability.

[0066] Further, a first wheel set may be mounted on each end of the first wheel axles 112 and the second wheel set may be mounted on each end ofthe second wheel axles 114. The first wheel set and the second wheel set may be mounted to the first wheel axles 112 and the second wheel axles 114, respectively, on both the leading end and the trailing end of the vehicle motion unit. For instance, a first leading wheel set 116-1 is mounted on each end of the first leading wheel axle 112-1 , while a second leading wheel set 118-1 is mounted on each end of the second leading wheel axle 114-1.

[0067] The first leading wheel set 116-1 and the second leading wheel set 118-1 mounted on the first leading wheel axle 112-1 in a manner that an imaginary plane (not shown in Fig. 1 A-11) containing central axes of the first leading wheel axle 112-1 and the second leading wheel axle 114-1 is substantially perpendicular to a first tangent (not shown in Fig. 1 A-11) on a first wheel from amongst the first leading wheel set 116-1 and a second tangent (not shown in Fig. 1 A-11) on a second wheel from amongst the second leading wheel set 118-1. The first tangent may be understood as a tangent formed on the first wheel at a potential point of contact of the first wheel with the elevated track 102. Similarly, the second tangent may be understood as a tangent formed on the second wheel at a potential point of contact of the second wheel with the elevated track 102.

[0068] Correspondingly, an imaginary plane containing the central axes of the first trailing wheel axle 112-2 and the second trailing wheel axle 114- 2 is substantially perpendicular to a first tangent on a first wheel from amongst the first trailing wheel set 116-2 and a second tangent on a second wheel from amongst the second trailing wheel set 118-2. Again, these tangents are formed at the potential points of contact of the respective wheels with the elevated track 102. The vehicle motion unit 100 being mounted on the elevated track 102, in a manner discussed above, causes the first leading wheel set 116-1 and the second leading wheel set 118-1 to straddle the elevated track 102 and maintain a secure grip on the elevated track 102 while facilitating smooth movement of the vehicle motion unit 100 and the vehicle along the elevated track 102. Further, the configuration of the vehicle motion unit 100 effectively manages vertical forces, duringoperation for maintaining track and preventing tipping and slippage over the elevated track 102, for instance during sharp turns or under influence of external forces.

[0069] To provide additional support, for example, due to undue external forces, the vehicle motion unit 100 may include a supporting element (not shown in Figs. 1A-1 I) to support the first wheel axles 112 and the second wheel axles 114 on each of the leading end and the trailing end of the vehicle motion unit. In some aspects, the supporting element may be a spring, a shock absorber, a hydraulic cylinder, a pneumatic actuator, an electromagnetic actuator, or a mechanical linkage. In an example, the supporting element may be mounted on the mounting structure 120 in a manner that allows it to apply force between the first wheel axles 110 and the second wheel axles 112. The supporting element may thus reduce the inter-axial distance between the first wheel axles 110 and the second wheel axles 112 in a manner that the second wheel axles 112 maintains continuous contact with a lower track surface during operation of the vehicle. The presence of supporting element provides enhanced stability and control, particularly in challenging operating conditions. The ability to actively adjust the force applied between first wheel axles 110 and the second wheel axles 112 may allow for dynamic adaptation to varying loads or track conditions, potentially improving overall system performance and safety. The supporting element may be provided on both the leading end and the trailing end. In an example, the supporting element at each end may be controlled independently. In another example, the supporting element at each end may be controlled in conjunction.

[0070] Figures 1 G to 11 illustrate various steering mechanisms for the vehicle motion unit 100, demonstrating the ability of the vehicle to navigate different track configurations and directional changes. Figures 1 G to 11 provide a bottom view of the vehicle motion unit 100, clearly showing the arrangement and movement of components, such as second wheel sets 118 during steering operations. The vehicle motion unit 100 may include theleading swivel arm 110-1 and the trailing swivel arm 110-2, each having the first wheel sets 116 and the second wheel sets 118 mounted thereto that engage with the elevated track 102. The leading swivel arm 110-1 is equipped with the second leading wheel set 118-1 , while the trailing swivel arm 110-2 supports the second trailing wheel set 118-2.

[0071] In an example, the vehicle motion unit 100 may be controlled by a dual-control steering mechanism. The portion of the vehicle motion unit 100 towards a leading end may be steered using at least one vehicle main motor, referred to as actuator 108. In an example, for spatial efficiency, the actuators 108 may be positioned between wheels in the first leading wheel set 116-1. Providing the actuator 108, allows to control the leading end of the vehicle motion unit 100. The trailing end, on the other hand, may be controlled by an additional motor. The additional motor may be a stepper motor or a servo motor, and may provide independent steering capability for the trailing end of the vehicle motion unit.

[0072] Fig. 1 G shows the vehicle motion unit 100 in a neutral position, with both the leading swivel arm 110-1 and the trailing swivel arm 110-2 aligned parallel to each other. Such a configuration of the leading swivel arm 110-1 and the trailing swivel arm 110-2 may occur when the vehicle motion unit 100 is not in use or operating in straight sections of the elevated track 102 where no steering input is required. Further, Fig. 1 H depicts the vehicle motion unit 100 in a first steering configuration. Here, the additional motor may adjust an angle of the trailing swivel arm 110-2, causing the vehicle motion unit 100 to turn in a first direction. Simultaneously, the leading swivel arm 110-1 may be rotated to align the second leading wheel set 116-1 with the new direction. Such coordinated movement allows for smooth navigation of gentle curves or slight directional changes in the track.

[0073] Similarly, Fig. 11 illustrates the leading swivel arm 110-1 and the trailing swivel arm 110-2 angled in a second steering configuration. The second steering configuration may be similar to the first steering configuration but towards an opposite direction. The actuator 108 and theadditional motor may work in tandem to maintain proper alignment and stability throughout a turn. In some aspects, to enhance the vehicle's control and safety, various braking systems may be incorporated into the vehicle motion unit 100. These may include disk brakes mounted on either of the first wheel axles 112 and the second wheel axles 114 or integrated into a wheel hub of the first wheel set 116 or the second wheel set 118. The braking systems may provide efficient stopping power and speed control when needed. In some cases, anti-lock braking systems (ABS) or electronic brake-force distribution (EBD) may also be implemented to further improve braking performance and safety.

[0074] The above provided steering mechanisms shall be construed as an exemplary implementations and additional steering mechanisms and configurations could be considered for enhanced maneuverability and adaptability to various track conditions. For instance, the actuators 108 may be programmed to operate independently, allowing for tighter turning radii by driving the outer wheels faster than the inner wheels during turns.

[0075] The vehicle motion unit 100 may be attachable to a vehicle body (not shown in Figs 1A-1 E). The vehicle body may be attachable to a mounting member on the mounting structure 120. In an example, either the vehicle body alone or an assembly of the vehicle body and the mounting member may be suspended from a pivot point. In an example, a central pivot point may be a point between the first position having the leading swivel arm 110-1 and the second position having the trailing swivel arm 110- 2, allowing for flexibility in navigating complex track layouts.

[0076] The vehicle motion unit 100, in an example, may also be coupled to a Global Positioning System (GPS) module to provide additional data for accurate steering and positioning. Further, in another example, cameras and image processing systems may be provided to detect track features and upcoming turns, allowing for predictive steering adjustments.

[0077] Figure 2A illustrates a front view of the vehicle motion unit 200, in accordance with an example implementation of the present subject matter.Figure 2B illustrates a perspective view of the vehicle motion unit 200, in accordance with the example implementation of the present subject matter. Figure 2C illustrates a schematic of the vehicle motion unit 200, in accordance with the example implementation of the present subject matter. Figure 2D illustrates another schematic of the vehicle motion unit 200, in accordance with the example implementation of the present subject matter. Fig. 2E illustrates a side view of the vehicle motion unit 200, in accordance with another example implementation of the present subject matter. Fig. 2F illustrates a perspective view of the vehicle motion unit 200, in accordance with the another example implementation of the present subject matter. Fig. 2G illustrates another perspective view of the vehicle motion unit 200, in accordance with the another example implementation of the present subject matter. For the sake of brevity, the Fig. 2A-2G have been explained in conjunction with each other.

[0078] The vehicle motion unit 200, as described with reference to Figures 2A-2G, is provided for a vehicle to be suspended from and movable over an elevated track 202. The vehicle motion unit 200 may be, in principle, similar to the vehicle motion unit 100 as described with reference to Figures 1A-1 I. Therefore, the vehicle motion unit 200, when being referred to, throughout the specification, may be appropriately related to both vehicle motion unit 100 and the vehicle motion unit 200. While the vehicle motion unit 100 includes more than a leading swivel arm 110-1 and a trailing swivel arm 110-2, the vehicle motion unit 200 includes a single swivel arm 204. The vehicle motion unit 200 may be used with vehicles carrying lighter loads. The swivel arm 204 may extend along a central axis A-A of the vehicle motion unit 200. The central axis A-A may, in a mounted condition of the vehicle motion unit 200, align with an elongated slot of an elevated track 202. This swivel arm 204 may cause changes in direction of one or more wheels of the vehicle while moving along variations and turns on the elevated track 202.

[0079] Further, a set of wheel axles may be mounted orthogonally on the swivel arm. The set of wheel axles includes a first wheel axle 206 and a second wheel axle 208. A first wheel set is mounted on each end of the first wheel axle 206. The first wheel set may include a first wheel 210-2, a second wheel 210-2, a third wheel 210-3, and a fourth wheel 210-4. The first wheel 210-2, a second wheel 210-2, a third wheel 210-3, and a fourth wheel 210- 4 may be collectively referred to as a first wheel set 210. Further, a second wheel set 212 is mounted on each end of the second wheel axle 208. The first wheel set 210 and the second wheel set 212 are arranged in a manner that an imaginary plane B-B containing the central axes of the first wheel axle 206 and the second wheel axle 208 is substantially perpendicular to a first tangent T1 on a first wheel 210-1 from amongst the first wheel set 210 and a second tangent T2 on a second wheel 212-1 from amongst the second wheel set 212. The first tangent T1 may be understood as a tangent formed on the first wheel 210-1 at a first potential point of contact P1 of the first wheel 210-1 with the elevated track 202. Similarly, the second tangent T2 may be understood as a tangent formed on the second wheel 212-1 at a second potential point of contact P2 of the second wheel 212-1 with the elevated track 202. Such configuration creates a robust clasping mechanism that engages both the upper and lower surfaces of the elevated track 202 simultaneously in a mounted condition of the vehicle motion unit 100. Further, the arrangement of the first wheel set 210 and the second wheel set 212 ensures optimal load distribution and consistent contact pressure between the wheels and track surfaces, maximizing traction and minimizing wear.

[0080] Each wheel in the first wheel set 210 may be made of stainless steel. Further, each wheel in the second wheel set 212 may be made of rubber, offering grip and vibration dampening properties for the lower track surface.

[0081] To further enhance the stability, for instance, in conditions of heavy exposure to external elements that may cause sway in the vehicle, asupporting element (not shown in Fig. 2A-2D) is incorporated. The supporting element is configured to apply a relative force between the first wheel axle 206 and the second wheel axle 208, allowing for adjustment of the inter-axial distance therebetween. Therefore, when navigating uneven track sections or under influence of external forces that might otherwise destabilize the vehicle, the supporting element may act to at least reduce the inter-axial distance. In an example, the reduction of the inter-axial distance may be made to ensure that the second wheel set 212 does not lose contact with a lower surface of the elevated track 202.

[0082] Further, the vehicle motion unit 200 includes a mounting structure 214 coupled with the swivel arm 204. The mounting structure 214 provides a mounting point for the supporting element, to allow the supporting element to operate on the second wheel axle 208 to reduce the inter-axial distance between the first wheel axle 206 and the second wheel axle 208. Additionally, the mounting structure 214 may provide an attachment point for a vehicle body or additional components.

[0083] In the vehicle motion unit 200, the arrangement of the first wheel set 210 and the second wheel set 212 opposite to each other, as discussed above, provides a self-balancing arrangement. Any force, for example, lateral or centrifugal forces, that may tend to cause sway in the vehicle, are counteracted by the opposing wheel set due to their clasping with the elevated track 202, maintaining the stability of the vehicle. Therefore, the vehicle motion unit 200 is able to safely navigate curves and efficiently deal with situations where conventional suspended vehicles might experience significant sway. Additionally, the supporting element may act in tandem with the configuration of the wheel sets to provide a strong clasping with the elevated track 202 during operation of the vehicle in response to changing conditions.

[0084] The vehicle motion unit 200 also addresses the challenges posed by track splits or junctions. The first wheel set 210 on each end of the first wheel axle 206 may be propelled on an upper surface of the elevated track202, such that at least one wheel from the wheels of the first wheel set 210 is operated upon the upper surface on each side of the elevated track 202 along a width of the elevated track 202. In an example, the first wheel set 210 may include a single wheel. In another example, the first wheel set 210 may include two wheels. There may be any number of wheels in the first wheel set 210, based on different application scenarios. The exemplary illustration provided in Figs. 2A-2D discloses the presence of two wheels in each first wheel set 210. The first wheel set 210 on one side of the first wheel axle 206 includes a first wheel 210-1 of the first wheel set 210 and a second wheel 210-2 of the first wheel set 210. Similarly, the first wheel set 210 on the other side of the first wheel axle 206 includes a third wheel 210- 3 of the first wheel set 210 and a fourth wheel 210 - 4 of the first wheel set 210.

[0085] While determining the placement of the wheels in each first wheel set 210, the vehicle motion unit 200 ensures that a span of the outermost wheels in the first wheel set 210 is designed to be greater than a slot width at track split junctions. The track split junction may be understood as a position immediately prior to the elevated track 202 being split into at least two track sections. When the outermost wheels span a width greater than the slot width, at least a portion of the wheels remain in contact with the track surface even when traversing wide slots at the track split junction. Therefore, the vehicle motion unit remains stably supported and chances of misalignment and derailment are prevented.

[0086] To achieve the span of the outermost wheels to be greater than the slot width at the track split junction, the width of a wheel can be provided to be greater than the slot width when there is a single wheel in the first wheel set 210. Further, when there are more than one wheels in the first wheel set 210, a distance between the extreme wheels of the first wheel set 210 may be equal to the slot width at the track split junction. In situations of multiple track junctions on the elevated track 202, the span may be provided to be greater than a widest slot among the slots in different track junctions.For instance, the distance between the first wheel 210-1 of the first wheel set 210 and the second wheel 210-2 of the first wheel set 210 is greater than the slot width at the track junction. Therefore, at least one of the extreme wheels, i.e. , the first wheel 210-1 and the second wheel 210-2 is always supported on the elevated track 202, even while navigating track splits, as has been illustrated in Figs. 5A and 5B, and explained later in the description.

[0087] In an example, to efficiently use a gap created due to separation of the first wheel 210-1 of the first wheel set 210 and the second wheel 210- 2 of the first wheel set 210, an actuator 216 that may cause propulsion of the vehicle motion unit 100 may be disposed in the gap. Therefore, a compact assembly may be provided. The actuator 216 may be operably coupled with at least one of the first wheel set 210 and the second wheel set 212 to power the at least one of the first wheel set 210 and the second wheel set 212 for propulsion of the vehicle motion unit 200. In an example, the actuator 216 may be similar to the actuator 108 discussed in related to Figs. 1A-1 I.

[0088] Therefore, the vehicle motion unit 200 enables a suspended vehicle system that offers unprecedented stability, safety, and efficiency. The vehicle motion unit 200 allows for higher operating speeds and reduced following distances between vehicles, potentially increasing the overall capacity of the transportation system, as the track splits can be navigated easily without lowering the speeds to avoid chances of misalignment. Additionally, the maintenance requirements would be reduced due to lower wear and the operational lifespan of the vehicles and the infrastructure of the elevated track 202 is increased.

[0089] The vehicle motion unit 200, as illustrated in Figs. 2A-2I, further exemplarily includes a reinforcement member 218. The reinforcement member 218 may extend substantially parallel to the set of wheel axles mounted on the swivel arm 204. Further, the reinforcement member 218 may be equipped with a plurality of bracing flanges 220. The bracing flanges220 may be suspended from the reinforcement member 218, to create a support around the wheels. For instance, there may be a bracing flange 220 positioned on each side of each wheel in the first wheel set 210. Such an arrangement may be mirrored on both sides of the first wheel axle 206. The plurality of bracing flanges 220 may in an example, include an aperture to allow the first wheel axle 206 to pass therethrough. Therefore, the reinforcement member 218 in conjunction with the bracing flanges 220 may provide a robust support structure along the length of the axles, enhancing the overall rigidity of the vehicle motion unit 200.

[0090] However, the presence of reinforcement member 218 is merely exemplary, and the vehicle motion unit 200 may be provided without the reinforcement member 218. Such a configuration may be particularly suitable for applications where weight reduction is a critical factor, such as in high-speed transit systems or environments with stringent load restrictions on the elevated track 202.

[0091] Fig. 3A illustrates a front view of the vehicle motion unit 200 having a supporting element 300, in accordance with an example implementation of the present subject matter. Fig. 3B illustrates a front view of the vehicle motion unit 200 having the supporting element 300, in accordance with another example implementation of the present subject matter. For the sake of clarity and continuity, it should be noted that reference numerals from Figs. 2A-2F are utilized herein to denote common elements, without limiting the scope of the invention to the specific embodiments depicted in those figures.

[0092] Figs. 3A and 3B depict the supporting element 300 mounted on the mounting structure 214. In a state illustrated in Fig. 3A, the supporting element 300 does not extend towards the second wheel axle 208 to apply upward pressure on the second wheel axle 208. Further, in a state illustrated in Fig. 3B, the supporting element 300 extends to apply upward pressure on the second wheel axle 208 for at least reducing a distance between the first wheel axle 206 and the second wheel axle 208. In the exampleembodiment as illustrated in Figs. 3A-3B, the supporting element 300 has been depicted as pneumatic elements, such as air bellows. The supporting element 300 is, however, not limited to a pneumatic mechanism. The supporting element 300 may be an actuator actuable to at least reduce the distance between the first wheel axle 206 and the second wheel axle 208. Further, the supporting element 300 may operate on one of pneumatic mechanism, hydraulic mechanism, electrical mechanism, mechanical mechanism, and magnetic mechanism.

[0093] In situations, for vehicle motion unit 100 where the swivel arm is provided at two ends thereof, for instance at a leading end and a trailing end, as discussed in relation to Figs. 1A-1 E, a first supporting element may be provided to apply a relative force between the first leading wheel axle 112-1 and the second leading wheel axle 114-1 to at least reduce a distance therebetween. Further, a second supporting element may be provided to apply a relative force between the first trailing wheel axle 112-2 and the second trailing wheel axle 114-2 to at least reduce a distance therebetween. The first supporting element and the second supporting element may be same as the supporting element 300 described herein. In such embodiments, the first supporting element and the second supporting element may be controlled independent of each other.

[0094] The vehicle motion unit 200 may include a sensorial unit (not shown in Figs.) operably coupled to the supporting element 300, and a control unit (not shown in Figs.) operably coupled to the sensorial unit. The sensorial unit may be configured to determine a distance between the first wheel axle 206 and the second wheel axle 208. Further, the control unit may be configured to control the supporting element 300 to apply a force on the second wheel axle 208 to at least reduce the distance between the first wheel axle 206 and the second wheel axle 208. In an example, the force may be applied on the second wheel axle 208 prior to a start of the journey of the vehicle on the elevated track 202. In another example, the force to be applied on the second wheel axle 208 may be calculated based on an inputfrom the sensorial system that the second wheel axle 208 may lose contact with a lower surface of the elevated track 202, dynamically, throughout the journey of the vehicle.

[0095] In the example, where the force applied to the second wheel axle 208 is calculated prior to the start of the journey of the vehicle, a magnitude of the force to be applied is estimated considering the possible parameters that may cause sway in the vehicle during the journey. Therefore, the force applied by the supporting element 300 on the second wheel axle 208 is determined based on an estimated travel condition parameter of the vehicle. The estimated travel condition parameters may be inclusive of, but not limited to, an estimated weight of the vehicle body attachable to the mounting frame, a maximum estimated wind speed during a journey of the vehicle, a maximum estimated number of passengers, and a stiffness during a ride of the vehicle.

[0096] In an example implementation, not depicted herein, the vehicle motion unit 200 may include an elevation control component mounted on the vehicle body and coupled with the mounting structure 214. The elevation control component may be operable to cause the vehicle body to move, in a vertical direction, with respect to the mounting structure 214.

[0097] Fig. 4A illustrates a swivel arm 400 having a first wheel axle 406 and a second wheel axle 408 mounted thereto, in accordance with an example implementation of the present subject matter. Fig. 4B illustrates the swivel arm 400, in accordance with an example implementation of the present subject matter. Fig. 4C illustrates the swivel arm 400 having the first wheel axle 406 and the second wheel axle 408 mounted thereto, in accordance with another example implementation of the present subject matter. Fig. 4D illustrates a front view of the swivel arm 400 having the first wheel axle 406 and the second wheel axle 408 mounted thereto, in accordance with an example implementation of the present subject matter. Fig. 4E illustrates a front view of the swivel arm 400 having the first wheel axle 406 and the second wheel axle 408 mounted thereto, in accordancewith another example implementation of the present subject matter. For the sake of brevity, Figs. 4A-4E have been explained in conjunction with each other.

[0098] The swivel arm 400 may be similar to the swivel arm 110, described in relation to Figs. 1A to 1 E. Further, the swivel arm 400 may be similar to the swivel arm 204, described in relation to Figs. 2A to 3B. The swivel arm 400 may include a first slot 402 and a second slot 404 formed at distal positions towards longitudinal ends of the swivel arm 400. The first slot 402 and the second slot 404 may be provided to respectively mount a first wheel axle 406 and a second wheel axle 408 thereto. The first wheel axle 406 may be similar to the first wheel axle 112 described in relation to Figs. 1 A to 1 E and the first wheel axle 206 described in relation to Figs. 2A to 3B. The second wheel axle 408 may be similar to the second wheel axle 114 described in relation to Figs. 1A to 1 E and the second wheel axle 208 described in relation to Figs. 2A to 3B. Therefore, the description related to the first wheel axle 406 and the second wheel axle 408 has been omitted herein for the sake of brevity.

[0099] The first slot 402 may be provided for mounting the first wheel axle 406. The first slot 402 may be provided to prevent the movement of the first wheel axle 406 with respect to the swivel arm 400, and thus cause the first wheel axle 406 to be stationary with respect to the swivel arm 400. In an example, the first slot 402 may be defined to have a circumference similar to a circumference of the first wheel axle 406.

[0100] Further, the second slot 404 may be provided for mounting the second wheel axle 408. The second slot 404 may be elongated in a longitudinal direction along the length of the swivel arm 400 to allow movement of the second wheel axle 408 in the longitudinal direction and substantially prohibit movement of the second wheel axle 408 in any other direction. The second wheel axle 408 may be movable with respect to the swivel arm 400 to at least reduce the distance between the first wheel axle 406 and the second wheel axle 408. The distance may be reduced, forexample, upon action by a supporting element, as explained in related to Figs 3A-3B. Further, since the movement is not permitted in other directions, the second wheel axle 408 cannot move in a radial direction to lose alignment with respect to the first wheel axle 406.

[0101] The swivel arm may be disposed between a plurality of hanging brackets 410. The plurality of hanging brackets 410 may extend downward from a portion of the vehicle motion unit 100. The hanging brackets 410 may be parallel to the swivel arm 400 and orthogonal to the set of wheel axles. The hanging brackets 410 may allow the swivel arm 400 to rotate between the hanging brackets 410, providing a range of motion for steering.

[0102] As illustrated in Fig. 4D, the second wheel axle 408 may be permitted to move vertically within the second slot 404, such that the movement is effected more to one side than the other. Therefore, the second wheel axle 408 may be tilted to tilt the second wheel set 414 with respect to the first wheel set 412. The tilt in the second wheel axle 408 may be permitted to allow the second wheel set 414 on each side of the second wheel axle 408 to be moveable to regain contact with the elevated track in a mounted condition. For instance, if due to sway, the second wheel set 414 on one side of the second wheel axle 408 may lose contact with the elevated track, the second wheel axle 408 may be allowed to be tilted upwards more to one side than another. Further, as depicted in Fig. 4E, the second wheel axle 408 may move in the longitudinal direction within the second slot 404, in a straight line to displace towards a position marked by dotted line 416. Therefore, while the second slot 404 permits vertical movement, either in a straight line or more to one side than the other, the second slot 404 permits lateral movement of the second wheel axle 408 relative to the swivel arm 400. Therefore, the second wheel axle 408 is maintained in alignment necessary for stable operation of the vehicle, while being adjustable to compensate for track variations and external forces. Further, the provision of the slots enables the supporting elements to at least reduce the inter- axial distance when needed, for instance upon action by the supportingelement, thereby enhancing the clasping action on the elevated track and improving the overall vehicle stability.

[0103] Figure 5A illustrates movement of a vehicle motion unit 200 through a track split in a straight path, in accordance with an example implementation of the present subject matter. Fig. 5B illustrates movement of the vehicle motion unit 200 through the track split along a track split section, in accordance with an example implementation of the present subject matter. For the sake of clarity and continuity, it should be noted that reference numerals from Figs. 2A-2F are utilized herein to denote common elements, without limiting the scope of the invention to the specific embodiments depicted in those figures.

[0104] Figs. 5A and 5B illustrate a track split 500 having a static switch 502. The first wheel set 210 of the vehicle motion unit 200 includes the first wheel 210-1 and the second wheel 210-2 of the first wheel set on one end of the first wheel axle 206, and the third wheel 210-3 and the fourth wheel 210-4 of the first wheel set 210 on another end of the first wheel axle 206. The first wheel 210-1 , the second wheel 210-2, the third wheel 210-3, and the fourth wheel 210-4 are positioned such that a span between the outermost wheels (first wheel 210-1 and the second wheel 210-2 on one side, the third wheel 210-3 and the fourth wheel 210-4 on the other) is greater than the maximum width of the slot at a track split junction. As discussed above, such an arrangement ensures that as the vehicle approaches and traverses a track split, at least one wheel on each side of the first wheel set 210 remains supported on the track surface. For instance, on one side, either the first wheel 210-1 of the first wheel set or the second wheel 210-2 of the first wheel set will maintain contact with the track, even when going straight through the track split, as illustrated in Fig. 5A or going through the split track section, as illustrated in Fig. 5B. Simultaneously, on the opposite side, either the third wheel 210-3 of the first wheel set or the fourth wheel 210-4 of the first wheel set will remain supported, , as illustrated in Fig. 5A or going through the split track section, as illustrated in Fig. 5B.Therefore, calibrating the width of the wheel applies to both straight movements through track splits and curved transitions to diverging paths. By maintaining the wheel span, as defined, the vehicle motion unit 200 can safely navigate track splits without risking misalignment or loss of support, thereby enhancing the overall stability and reliability of the suspended vehicle system.

[0105] To summarize, the suspended vehicle sway arrest steering system described herein offers a robust solution for enhancing the stability, safety, and efficiency of elevated track transportation. By employing a unique wheel configuration and supporting elements, the system effectively mitigates sway and maintains consistent track contact, even when navigating challenging track splits and turns. The innovative design, featuring strategically positioned wheel sets and adaptive supporting elements, not only improves passenger comfort but also enables higher operational speeds and reduced following distances between vehicles. This advancement in suspended vehicle technology addresses longstanding challenges in elevated transportation systems, paving the way for more widespread adoption of such systems in urban and inter-urban settings. The ability to seamlessly navigate track splits without the need for complex switching mechanisms represents a significant leap forward in the field, potentially reducing infrastructure costs and maintenance requirements. As cities continue to grapple with congestion and land use challenges, the present subject matter offers a promising avenue for efficient, safe, and comfortable elevated transportation.

[0106] Although examples for the vehicle motion unit 100 and the vehicle motion unit 200 have been described in language specific to structural features and / or methods, it is to be understood that the appended claims are not limited to the specific features described.

Claims

l / We Claim:1 . A vehicle motion unit for a vehicle to be suspended from and movable over an elevated track, the vehicle motion unit comprising: a swivel arm extending along a central axis of the vehicle motion unit; a set of wheel axles mounted on the swivel arm to extend orthogonally with respect to the swivel arm, the set of wheel axles comprising a first wheel axle and a second wheel axle; a first wheel set mounted on each end of the first wheel axle; a second wheel set mounted on each end of the second wheel axle, wherein an imaginary plane containing central axes of the first wheel axle and the second wheel axle is substantially perpendicular to a first tangent on a first wheel from amongst the first wheel set and a second tangent on a second wheel from amongst the second wheel set, the first tangent formed on the first wheel at a potential point of contact of the first wheel with the elevated track and the second tangent formed on the second wheel at a potential point of contact of the second wheel with the elevated track; a supporting element to apply a relative force between the first wheel axle and the second wheel axle to at least reduce a distance therebetween; and a mounting structure coupled with the swivel arm, wherein the mounting structure is to mount the supporting element.

2. The vehicle motion unit as claimed in claim 1 , wherein a span of outermost wheels in the first wheel set is greater than a slot width at a track split junction, the track split junction being a position immediately prior to the elevated track being split into at least two track sections.

3. The vehicle motion unit as claimed in claim 1 , wherein at least one of the first wheel set and the second wheel set is powered using an actuator to propel the vehicle motion unit.

4. The vehicle motion unit as claimed in claim 1 , wherein an actuator is positioned in a gap between at least two wheels of the first wheel set.

5. The vehicle motion unit as claimed in claim 1 , wherein the first wheel axle is stationary with respect to the swivel arm.

6. The vehicle motion unit as claimed in claim 1 , wherein the second wheel axle is movable with respect to the swivel arm to at least reduce the distance between the first wheel axle and the second wheel axle.

7. The vehicle motion unit as claimed in claim 6, wherein the supporting element is an actuator actuable to cause movement of the second wheel axle with respect to the swivel arm to at least reduce the distance between the first wheel axle and the second wheel axle.

8. The vehicle motion unit as claimed in claim 1 , wherein the at least one supporting element comprises one of pneumatic mechanism, hydraulic mechanism, electrical mechanism, mechanical mechanism, and magnetic mechanism.

9. The vehicle motion unit as claimed in claim 1 , wherein the swivel arm comprises: a slot for mounting the second wheel axle, the slot being elongated in a longitudinal direction along a length of the swivel arm to allow movement of the second wheel axle in the longitudinal direction and substantially prohibit movement of the second wheel axle in any other direction.

10. The vehicle motion unit as claimed in claim 1 , further comprising:a sensorial system operably coupled to the supporting element, the sensorial system being configured to determine a distance between the first wheel axle and the second wheel axle, and a control unit operably coupled to the sensorial system, wherein the control unit is configured to control the supporting element to apply a force on the second wheel axle to at least reduce the distance between the first wheel axle and the second wheel axle.

11. The vehicle motion unit as claimed in claim 10, wherein the force applied on the second wheel axle is determined, prior to a start of a journey of the vehicle, based on an estimated travel condition parameter of the vehicle.

12. The vehicle motion unit as claimed in claim 11 , wherein the estimated travel condition parameter comprises at least one of an estimated weight of a vehicle body attachable to the mounting frame, a maximum estimated wind speed during a journey of the vehicle, a maximum estimated number of passengers, and a stiffness during a ride of the vehicle.

13. The vehicle motion unit as claimed in claim 1 , wherein each wheel in the each first wheel set is made of stainless steel, and each wheel in the second wheel set is made of rubber.

14. The vehicle motion unit as claimed in claim 1 , wherein the mounting structure comprises a mounting member for mounting a vehicle body thereto.

15. A vehicle motion unit for a vehicle to be suspended from and movable over an elevated track, the vehicle motion unit comprising: a frame to be positioned on an upper surface of the elevated track;a steering mechanism to control steering of the vehicle along the elevated track; a leading swivel arm operably coupled with the steering mechanism, the leading swivel arm extending along a central axis at a first position on the frame; a set of leading wheel axles mounted on the leading swivel arm to extend orthogonally with respect to the leading swivel arm, the set of leading wheel axles comprising a first leading wheel axle and a second leading wheel axle; a first leading wheel set mounted on each end of the first leading wheel axle; a second leading wheel set mounted on each end of the second leading wheel axle, wherein an imaginary plane containing central axes of the first leading wheel axle and the second leading wheel axle is substantially perpendicular to a first tangent on a first wheel from amongst the first leading wheel set and a second tangent on a second wheel from amongst the second leading wheel set, the first tangent formed on the first wheel at a potential point of contact of the first wheel with the elevated track and the second tangent formed on the second wheel at a potential point of contact of the second wheel with the elevated track; a first supporting element to apply a relative force between the first leading wheel axle and the second leading wheel axle to at least reduce a distance therebetween; a trailing swivel arm operably coupled with the steering mechanism, the trailing swivel arm extending along the central axis at a second position on the frame, the second position being distal to the first position along a length of the frame for the leading swivel arm and the trailing swivel arm to remain parallel to each other; a set of trailing wheel axles mounted on the trailing swivel arm to extend orthogonally with respect to the trailing swivel arm, the setof trailing wheel axles comprising a first trailing wheel axle and a second trailing wheel axle; a first trailing wheel set mounted on each end of the first trailing wheel axle; a second trailing wheel set mounted on each end of the second trailing wheel axle, wherein an imaginary plane containing central axes of the first trailing wheel axle and the second trailing wheel axle is substantially perpendicular to a first tangent on a first wheel from amongst the first trailing wheel set and a second tangent on a second wheel from amongst the second trailing wheel set, the first tangent formed on the first wheel at a potential point of contact of the first wheel with the elevated track and the second tangent formed on the second wheel at a potential point of contact of the second wheel with the elevated track; a second supporting element to apply a relative force between the first trailing wheel axle and the second trailing wheel axle to at least reduce a distance therebetween; and a mounting structure coupled with the trailing swivel arm and the trailing swivel arm, wherein the mounting structure is to mount the first supporting element and the second supporting element, and wherein at least one of the first leading wheel set, the second leading wheel set, the first trailing wheel set, and the second trailing wheel set are powered to propel the vehicle motion unit.

16. The vehicle motion unit as claimed in claim 15 comprising: an elevation control component mounted on a vehicle body and coupled with the mounting structure, the elevation control component being operable to cause the vehicle body to move, in a vertical direction, with respect to the mounting structure.

17. The vehicle motion unit as claimed in claim 15, wherein the first supporting element and the second supporting element are operable independently to prevent sway in the vehicle.

18. The vehicle motion unit as claimed in claim 15, wherein each of the first leading wheel set and the first trailing wheel set comprises at least two wheels, and wherein a span of the at least two wheels is greater than a slot width at a track split junction, the track split junction being a position immediately prior to the elevated track being split into at least two track sections.

19. The vehicle motion unit as claimed in claim 18, wherein an actuator for delivering power to propel the vehicle is positioned in a gap between the at least two wheels on at least one of the first leading wheel set and the first trailing wheel set.

20. The vehicle motion unit as claimed in claim 15, wherein the first leading wheel axle and the second leading wheel axle are stationary with respect to the leading swivel arm.

21. The vehicle motion unit as claimed in claim 15, wherein the second leading wheel axle and the second trailing wheel axle is movable with respect to the leading swivel arm and the trailing swivel arm, respectively, to at least reduce the distance between the first leading wheel axle and the second leading wheel axle and to at least reduce the distance between the first trailing wheel axle and the second trailing wheel axle.

22. The vehicle motion unit as claimed in claim 21 , wherein the first supporting element is an actuator operable to reduce the distance between the first leading wheel axle and the second leading wheel axle, and wherein the second supporting element is another actuator operable to reduce thedistance between the first trailing wheel axle and the second trailing wheel axle.

23. The vehicle motion unit as claimed in claim 22, wherein the first supporting element comprises one of a pneumatic mechanism, hydraulic mechanism, electrical mechanism, mechanical mechanism, or magnetic mechanism.

24. The vehicle motion unit as claimed in claim 22, wherein the second supporting element comprises one of a pneumatic mechanism, hydraulic mechanism, electrical mechanism, mechanical mechanism, or magnetic mechanism.

25. The vehicle motion unit as claimed in claim 15, wherein the leading swivel arm comprises: a slot for mounting the second wheel axle, the slot being elongated in a longitudinal direction along the length of the leading swivel arm to allow movement of the second leading wheel axle in the longitudinal direction and substantially prohibit movement of the second leading wheel axle in any other direction.

26. The vehicle motion unit as claimed in claim 15, wherein the trailing swivel arm comprises: a second slot for mounting the second wheel axle, the second slot being elongated in a longitudinal direction along the length of the trailing swivel arm to allow movement of the second trailing wheel axle in the longitudinal direction and substantially prohibit movement of the second trailing wheel axle in any other direction.

27. The vehicle motion unit as claimed in claim 15, further comprising: a sensorial system operably coupled to the first supporting element and the second supporting element, the sensorial systembeing configured to determine a first distance between the first leading wheel axle and the second leading wheel axle and a second distance between the first trailing wheel axle and the second trailing wheel axle, and a control unit operably coupled to the sensorial system, wherein the control unit is configured to control the first supporting element to apply a force of a first magnitude on the second leading wheel axle to at least reduce the distance between the first leading wheel axle and the second leading wheel axle, and wherein the control unit is configured to control the second supporting element to apply a force of a second magnitude on the second trailing wheel axle to at least reduce the distance between the first trailing wheel axle and the second trailing wheel axle.

28. The vehicle motion unit as claimed in claim 27, wherein the first magnitude and the second magnitude are equal.

29. The vehicle motion unit as claimed in claim 27, wherein the first magnitude and the second magnitude of force are determined prior to a start of a journey of the vehicle, based on an estimated travel condition parameter of the vehicle.

30. The vehicle motion unit as claimed in claim 29, wherein the estimated travel condition parameter comprises at least one of an estimated weight of a vehicle body, a maximum estimated wind speed during a journey of the vehicle, a maximum estimated number of passengers, and a stiffness during a ride of the vehicle.31 . The vehicle motion unit as claimed in claim 15, wherein the mounting structure comprises a mounting member to mount a vehicle body thereto.

32. A vehicle comprising a vehicle motion unit as claimed in any one of claims 1 to 14, and a passenger cabin attached to the vehicle motion unit.

33. A vehicle comprising a vehicle motion unit as claimed in any one of claims 15 to 31 , and a passenger cabin attached to the vehicle motion unit.

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